Car flange-wheel oileb



19 March J. 1.. sco-nr CAR FLANGE WHEEL OILER Filed Jan. 15, 1926 3 Sheets-Sheet 1 Illllllfflllllllllllfilming JOHN sCO'l'T' 3mm March 8, 1927. SCOTT 1,620,578

CAR FLANGE WHEEL OILER Filed Jan. 15, 1926 3 Sheets-Sheet 5 YT .o-56

Patented Mar. 8, 1927.

UNITED STATES JOHN L. SCOTT, OF HAERISTON, MISSISSIPPI.

CAR FLANGE-WHEEL OILFJR.

Application filed January 15, 1926.

This invention appertains to a novel appliance tor oiling the wheel flanges of a locomotive while a train is rounding a curved track.

The nimary object of the invention is the provision of a novel oiling device embodying novel means for insuring the proper and quick lubrication of the wheel flanges when the train] is rounding a curve, the device functioning to feed oil slowly while the train is on a straight track for replenishing the auxiliary reservoirs to insure the proper sup iily of oil to the flanges when the train again rounds another curved track.

Another object ot the invention is the provision of a novel device for oiling the flanges of lUCOI'HOlJlVG drive wheels embodying a supply tank for the lubricant, an auxiliary reservoir and means tor conveying the lubricant from the auxiliary reservoir to the car wheel flanges, novel means being provided for controlling the flow of lubricant from the supply tank to the reservoir, the reservoir being so arranged as to permit the rapid 25 supply oi the lubricant to the flange of the car wheel when the train rounds a curve.

A further object of the invention is the provision of a novel lateral sliding sleeve carried by the lower end of the supply pipe leading from the auxiliary reservoir and novel means mounted within the lower end of the supply pipe and sleeve for retaining a predetermined quantity of oil therein, the oil contained therein being adapted to be dis pensed to the flange of the wheel when the car tilts in one direction when rounding a curve.

A further object or the invention is the provision of novel means including a manually controlled valve for allowing a predetermined quantity of the lubricant to be supplied from the supply tank to the supply pipe from the auxiliary reservoir, so that a IJIGClGtGllIllI'lGCl quantity 01 oil will be fed to the supply pipe on high speed trains thereby insuring the delivery of a certain quantity of oil to the oil retainer in the lower end or the supply pipe so that a quantity of oil will be delivered to the flange of the car wheel at all times when rounding a curve.

A still further object of the invention is the provision of novel means embodying pressure operated valves for controlling the Serial No. 81,498.

flow of the lubricant from the supply tank and auxiliary reservoir to the supply pipe. lVith these and other objects in View, the invention consists in the novel construction, arrangement and formation of parts, as will be hereinafter more specifically described, claimed and illustrated in the accompanying drawings, in which drawings:

Figure 1 is a rear elevation of the improved car wheel lubricator, the supply tank being shown in section,

Figure 2 is a vertical section through the improved lubricator,

Figure 3 is an end elevation of the same,

Figure 4: is a transverse section through the auxiliary tank taken on the line -1 l of Figure 1 looking in the direction of the arrows,

Figure 5 is a detail transverse section taken on the line 55 of Figure 2 looking in the direction of the arrows, illustrating the forn'iation of the delivery spout and oil tester arranged therein,

Figure 6 is a horizontal section taken on the line 66 of Figure 2 looking in the direction of the arrows,

Figure 7 is a horizontal section through an auxiliary form or the lnbricator taken on the line 77 of Figure 8 looking in the direction of the arrows,

Figure 8 is a vertical longitudinal sect-ion through the modified form of the apparatus taken on the line 88 of Figure 7.

Referring to the drawings in detail, wherein similar reference characters designate corresponding parts throughout the several views, the letter A generally indicates the improved locomotive wheel flange oiler and B an ordinary locomotive drive wheel provided with the usual flange 10. Only one of the wheel flange oilers has been shown in the drawings but it is to be understood that an oiler is arranged on each side of the lecomotive and is secured to the locomotive directly above the drive wheel in any pre ferred way. u i

The improved oiler A comprises a supply tank 11 of suitable capacity arranged above the wheel to be lubricated and as shown the same is forn'ied of sheet metal and provided with an oil filling plug 12. Arranged directly below the supply tank ll is a casing 15 of suitable dimensions having arranged therein at one end thereof a con1 partment 16 into which leads the feed pipe 13 from the supply tank. The feed of oil from the feed pipe 13 into the chamber 16 is controlled by a slide valve 17 having formed on its lower end a plunger or piston 18 against which normally bears an expansion spring 19 utilized for holding the valve on its seat to prevent the delivery of oil to the chamber 16. The piston 18 is slidably mounted within a cylinder 20 formed within-a block 21 formed on the lower end of the casing 15 as-clearly shown in Figure 2 of the drawings. The lower end of the cylinder 20 is open and has threaded into the same a closure plug 22 which can be provided with an air vent 23. As shown the Valve 17 is slidably mounted through suitable packing glands 24 and 25 carried respectively by the inner end of the cylinder and the lower end of the coi'iipartment 1(3. The lowerend of the compartment 16 a one side of the valve 17 has communicating therewith a. pair of sight feed tubes 26 and 27 and the flow of oil to these sight feed tubes is controlled respectively by manually operable needle valves 28 and 29. The sight feed glass 26 communicates with a passageway 30 formed in the block 21 and this passageway is inclined downwardly toward a vertical passageway 31. which has direct communication with, by means of a sight feed glass 32, the supply pipe for the laterally and downwardly inclined feed nozzle 34. By referring to Figure 1 of the drawings it can be seen that the sight feed glasses 26, 27 and 32 are exp ed to view, so that the feed of the. lubricant can be readily seen. It is to be also noted that the sight feed glasses are held in place by suitable packing nuts so as to prevent leakage of oil around the same. The passageway 30 terminates in a valve seat on which is adapted to normally fit a valve 36 the inner end of which has secured thereto a plunger or piston 37 mounted within a horizontal piston chamber 38 which is formed directly within the block 21. This piston chamber or cylinder 38 opens through the outer end of the block and is closed by a suitable plug 39 which can be provided with an air vent. The valve 36 is normally held upon its seat by an expansion spring 40 confined between the plunger -37 and the plug 39. The sight feed tube 27 has communication with the laterally extending auxiliary reservoir 47 which is arranged directly within the casing 15 by a passageway 42 and thus it is to be noted that the oil fed into the auxiliary passageway is fed from the chamber 16 through the sight tube 27. At one end of the auxiliary reservoir 41 and adjacent to the chamber 16 is a raised cup 43' which terminates substantially at the longitudinal axis of the said auxiliary reservoir. This cup has communication with the inclined passageway 30 by vertical passageways 44 for a purpose which will be hereinafter more fully described and the flow of oil through the said cup into the passageways 44 is controlled by a manually operable needle valve 45. This needle valve 45 is threaded into the top wall of the casing 15 and a suitable packing gland placed about the same. The valves 17 and 36 are adapted to be pressure operated and the cylinder 20 adjacent to the upper end there of has comnnniicating therewith a steam or compressed air supply pipe 46 which communicates with any suitable source of supply and this supply can be controlled in any preferred way. Con'in'iunicating with the upper end of the cylinder 20 is a passageway 47 formed within the block 21, which leads to the inner end of the cylinder or piston chamber 38 and thus it can be seen that when pressure is admitted into the cylinder 20 that the same also flows into the inner end of the cylinder or piston chamber 38 for acting on the valve plunger 37.

Arranged within the auxiliary reservoir 41 is a plurality ofspaced partitions 48 which tend to prevent splashing of the lubricant within said reservoir due to the rocking of the locomotive when the same is in motion. The lower ends of the partitions 48 are provided with notches 49 so as to permit the free flow of the lubricant from one end of the reservoir to the other. Again referring to 'Figure 2 of the drawings,- attention is called to the line indicated by the reference character 49 which indicates the normal height'of the liquid within the reservoir and it to be noted that the liquid is just below the top of the cup 43. The line indicated by, the reference character 50 indicates the position of the liquid in the reservoir when the same is rounding a left hand curve, so as to insure the lubrication of the wheel flanges on the desired side and it can be seen that the liquid level will be above the cup when the same is rounding a curve. The line 51 indicates the level of the liquid when the train is rounding a right hand curve and it is to be noted that the liquid level is below the cup and that no lubricant will be fed into the passageway 44.

The downwardly inclined nozzle 34 has slidab'ly mounted thereon the sleeve 52 which is adapted to be normally held in engagement with the flange 10 of the car wheel C by gravity and sliding movement of the sleeve is limited by the pin 53 working in the slot 54 formed in the nozzle. Threaded into the nozzle 34 is abloc; 55 having the outlet opening 56 at its outer end. It is to be noted that this opening 56 is positioned adjacent to the upper end of the block and the block is provided with a plurality of oil retaining ribs 57 as clearly shown. The lower end of the oil supply pipe 36 gradually increases in diameter and is provided with the threaded plug 58 which is also provided with ribs 59 which form substantially a continuation of the block 5*.

In use of the improved device the valve 28 is opened on high speed trains so that a small amount of oil, say a drop a minute, will be fed to the passageway 30, so as to insure the feeding of a proper amount of oil quickly to the supply pipe 33 when the same is rounding a curve. On slow speed trains the valve 28 is adjusted so as to cut off the supply of oil through the sight tube, but the valve 29 is open a considerable distance, so that the oil will be fed relatively rapid to the passageway 42.

When pressure is admitted through the pipe 46 the valves 17 and 36 will be moved from their seats which will allow the feeding of the oil to the supply pipe When the train rounds a curve say to the left the tank will be tilted so that the level of the oil will be above the cup 43 which will permit the rapid flow of oil to the supply pipe. Naturally the nozzle will also be tilted further which will allow the flow of the oil past the retaining lips 57 and 59 on to the wheel flange. If desired the reservoir 51 can be provided with pin holes 60 for allowing the entrance of air into the reservoir so as to insure the correct flow of the oil thereiron'i. It is to be understood that the valve 25 is manually adjusted so as to insure the desired flow of oil into the passageway 30 and then into the supply pipe 33.

In Figures 7 to 8 inclusive I have shown a modified form of the invention, in which the auxiliary reservoir operates on the principle of the barometer and it is to be noted that a casing is provided having a vertical partition 71 arranged therein in spaced relation to one end wall of the casing to provide the barometer reservoir 73. Horizontal partitions 74 and 74: are provided which lead from the partition 71 to the opposite end wall of the casing and these partitions define a supply tank 7 5 and oil retaining chamber 76. Directly below the partition 74: is formed a longitudinally extending channelway 77 which communicates with the barometer chamber or reservoir 73 and the cup chamber 78 arranged at the opposite ends of the casing. Mounted within the cup cl'iainber 'TS is a cup 79 which has communicating therewith at its lower end a supply pipe 80 which leads to the supply nozzle for the car wheel flange. The lower end oi" the cup 78 is provided with a valve seat 8i on which is adapted to lit a manually adjustable needle valve 82. This needle valve is provided for controlling the flow of oil througl'i the valve case into the supply pipe. An enlarged opening 83 is formed in the chamber 76 and this opening is surrounded by a sleeve 84 into which fits, an axially disposed sleeve 85 depending from the supply tank 75. The supply tank 7 5 is provided with a filling plug 86.

The lower end of the axially disposed sleeve 85 is also provided with a valve seat on which is adapted to lit a manually adjustable valve 87 provided for controlling the flow of oil from the tank into the sleeve 83. Suitable packing flanges are provided for the valve 87 and the valve 82. It is to be also noted that the chamber 76 is provided with air inlet openings 88. The level ol the oil in the casing is just below the cup 79 and the pressure in the chamber 73 normally tends to maintain the oil at this level. However when the casing is tilted owing to the train rounding a. curve it will be seen that the level of the oil will change so as to overflow into the cup when the casing is tilted to the left so as to feed oil to the wheel flange. WVhen the casing is tilted in the opposite direction the level of the oil will be below the cup and thus no oil will be fed to the wheel.

From the foregoing description, it can be seen that I have provided a novel device of exceptionally simple and durable construction for insuring the proper feed of the lubricant to the flanges of car wheels when the car is rounding a curve.

Changes in details may be made without departing from the spirit or scope of this invention, but:

What I claim as new is:

1. A locomotive flange oiler, supply tank, an auxiliary reservoir, a cup normally arranged above the level of the oil within the reservoir when the locomotive is on a straight track, a depending supply pipe having communication with the cup, and means for controlling the flow of oil through said cup.

2. In a locomotive flange oiler, a supply tank, an auxiliary reservoir, means for controlling the flow of oil from the tank to the reservoir, a cup normally arranged above the level of the oil in the reservoir when the locomotive is on a straight track, means for supplying oil to a locomotive Wheel flange from the cup, and means for regulating the flow of oil from the cup to said pipe.

3. In a locomotive flange oiler, a supply tank, an auxiliary reservoir, a supply pipe for feeding oil to the locomotive flange, a cup arranged normally above the level of the oil in the reservoir when the locomotive is operating on a straight track having communication with the supply pipe, means for controlling the flow of lubricant from the supply pipe to the reservoir and from the cup to the supply pipe, and means for preventing the splashing ot the lubricant in the reservoir.

4. In a locomotive flange oiler, a supply tank, an auxiliary reservoir, a cup mounted within the reservoir having its upper edge normally above the oil level therein when the locomotive is operated on straight track, a supply pipe, means establishing communication between the cup and the supply pipe, means for controlling the flow or oil from the cup to the supply pipe, an auxiliary chamber arranged within the casing at one side ol the reservoir, means establishing communication between the auxiliary chamber and the reservoir, means for supplying lubricant from the supply tank to the auxiliary chamber, means for controlling the How of lubricant "from the supply tank to the auxiliary chamber and from the auxiliary chamber to the reservoir, and means for supplying lubricant from the auxiliary chamber to the supply pipe.

In a locomotive flange oiler, a supply tank, a reservoir, a supply pipe depending from the reservoir for the locomotive flange, a. cup in the reservoir having its upper edge normally above the oil level therein when the locon'iotive is operating on straight track, means establishing communication between the cup and the supply pipe, an auxiliary chamber arranged on one end and above "the reservoir, means establishing communication between the auxiliary compartment and the reservoir, means for controlling the flow of oil "from the chamber to the reservoir, means si'lpplying lubricant from the supply tank to the auxiliary chamber, and pressure operated means for controlling the flow of oil from the supply tank to the auxiliary chamber and the llow of oil into the supply pipe.

6. In a locomotive flange oiler, a supply tank, a reservoir, an auxiliary chamber having communication with-the supply tank arranged at one end of the reservoir and above the same, a supply pipe for leading the lubricant to the locomotive Wheel. flange depending from the reservoir, a cup arranged within the reservoir having its upper edge normally above the oil level therein when the locomotive is operating on a straight track, means for preventing the splashing of oil in the reservoir, a passage way connecting the cup with the supply pipe, means for controlling the flow of oil from the cup to the passageway, means estaliilislting communication between the auxiliary chamber and the reservoir, means for controlling the flow oi lubricant from the auxiliary chamber to the reservoir, through said means, independent means for supplying lubricant from the auxiliary chan'iber to the passageway connecting the cup with the supply pipe, manual means for controlling the flow of oil to the auxiliary chamber into said passageway, and pressure. operated means for controlling the flow of lulniicant from the supply tank to the auxiliary chamber and the flow Oflllbllcant from the passageway connecting the cup to the supply pipe.

7. In a locomotive flange oiler, a supply vipe. a laterally extending nozzle (lOWI1 \vardly inclined formed on the lower end of said pipe, means carried by the nozzle for normally engaging a car wheel flange, and a plug threaded into said nozzle having an outlet opening arranged in the upper end thereof and a plurality of Oil retaining ribs. In testunony whereof I allix my signature.

JOHN L. SCOTT. 

